Railway-traffic-controlling apparatus



Jan. 10, 1928.

R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS ts-Sheet 1 Filed April 11. 1925 INVENTORI )2 77 BY Q27 1 ATTORNEY R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS Jan. 10, 1928. 1,655,862

Filed April 11, 1925 2 a INVENTOIRZ 4 4 0; BY O; K- M H14 ATTORNEY Ego Patented Jan. 10, 1928.

UNITEDIJSTATES PATENT OFFlCE.

ROBERT M. GILSON, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPA ATUS.

Application filed Ap'il 11, 1925 I Serial No. 22,322.

My invention relates to railwa trafiic controlling apparatus, and particu arly to apparatus of the type comprisingtrain carried overning means controlledby energy supplied to the trackway. More particuthe trackway larly, my invention relates to portion of such apparatus.

I will describe two forms of trackway apparatus embodying my invention, and will then point out the'novel features thereof in claims. j j- In the accompanying-dravirings; Fig? 1 is a diagrammatic view showing'f 'oneform of trackway apparatus embodying m'y"'invention; and Fig. 2 is a view showing a modified form of the apparatus --illustrated in Fig. 1, and also embodying my invention.

Similar reference characters refer to similar parts in both views. I

Referring first to Fig. 1, the reference characters 1 and 1" designate'the track rails of a stretch of railway track over which traflic normally moves in the direction indicated by thearrow. These track rails are divided. by means of insulated joints 2, into a plurality of successive track sections l C. GD, etc.

A trackway signal, here designated by the reference character S with an appropriate exponent is provided for each track section. As here shown. each signal is of the three position semaphore type capable of displaying :1 proceed, a caution, or a stop indication. and is located adjacent the en trance end of the associated section, but this particular form and location are not essential. 'lhcsc trackway signals S are controlled by means forming no part of the present invention and therefore omitted from the drawing for the sake of simplicity. For purposes of the present disclosure it is sufficient. to state that each signal is so controlled that when the associated section is occupied the signal indicates stop, when the associated section is unoccupied and the section next in advance is occupied the -signal indicates caution, and when the associated section and the section next inadvan'ce are botlli unoccupied. the signal indicates proceec.

Associated with each signal S isa pole hanger designated by the reference eharae= ter P with an exponent corresponding to the location, and arranged to occupyone position when the signal indicates stop and to occupy a different position when the associated signal indicates proceed or caution.

Each track "section is provided with a source of alternating track circuit current.

As here shown the immediate supply of such vcurr'ent' i s the secondary 10 of a track transformer designated by thereference' character :T 'with' an appropriate distinguishing exponent; The secondary 10' ,of each such transformer" T. is connected, through the usual impedance 11', across the rails adjacent the exit endofthe associated track sect-ion.

Associated with each track section is a line transformer designated by the, reference character H with an exponent corresponding to the location, and having its primary winding 20 constantly supplied with alternating current from some convenient source, such as an. alternator M, over line wires 3 and 3".

The secondary 19 of each line transformer is directly connected, through the associated pole changer P, with the primary 12 of the adjacent track transformer T. It follows therefore that each track section is supplied with alternating track circuit current of one relative polarity. which I shall term nor mal relative polarity, when the signal for the section next in advance indicates caution or proceed. and of the other relative polarity, which I will call reverse relative polarity, when such signal indicates stop.

Each track section is further provided with a track relay designated by the reference character R with an exponent corresponding to the location. Each such relay comprises two windings, 13 and 14, one of which, 13. is'connected with the rails adjacent the entrance end of the associated section. The remaining winding, 14. 0f each track relay R is constantly supplied with rails adjacent the entrance end ofitheysem tion, and a similar impedance 9 connected across-the railsadjaeent the exit end of the section, Two other imedances 7 and 8 are connected acrossthe rails at; an intermediate -poinhin the section andstill ganother impedance-bis ponneoted-across the rails.at a .-poil 1-t ,-;intermediate :the entrance-end: of the section. and tljcfpoint qfconnection .of- ,im-

The gimmediate source or. loop current for each section isa loop transformer designated by the reference character L-iwith asuitable exponent, Flhe primary lilo teach such loop transformer L is. constantlyrsugpliedwith -alternating,cun'ent from secon theadjacentline transformer Hg 'Referrin parti nlarlygito, seotiqmA B, loop trans ormer LB- .provided with. two vseoomilaries. l5 ,and, 16.1 Thermid point of secondarylfi isconstantly connected with impedance Sin section A-- -B, 'through wire24. ,When relay R .isenergized in,this normal direction the right hand -terminal of secondary 16. is connected with impedance 9, over wire '21, normal oontact22 of relay R and wire 23. hen relay it is energized in the reverse direction: the left; hand terminal, ofsecondarylfi is connected, through wire 25,-re-verse contact-22of'relay R and Wire 23, with iinpedance-9 w -When relay R is de-energized, both terminals of transformer secondary 16 are disconnected from the rails.- It'is therefore plain that the portion of section A-+B between impedance 8 and impedance 9 is supplied with loop current of one relative polarity which I shall term normal, relative polarity, when relay R is energized in the normal direction, and with loop current of the other, or reverse, relative polarity when relay RT is energized in the reverse-direction. .It should also he pointed out that when relay B is de1ener- 'gized the supply of loop currenbto section A- B between impedances 8 and 9 is interrupted.

Secondary 15 of transformer L -is pro vided with a circuit which may be traced from ther-ight hand terminal of the secondary, through wire 26,.nonmal contact 27 of relay R wires 28 and 29, impedance 7 in 'seetionA-B, through the rails of; the section in parallel to impedance 4,- thence by wire 30 back to secondary 15. The circuit just traced is provided with a branch from wire 26, through. reversehcontact 27 of relay Rfl, and Wire 31 to wire 29. Section is therefore supplied with loop current of normal relative polarity between the entrance end of the section and impedance 7, when relay R? is energized 1n either direction. If, however, relay R is de-energized, the circuit just described, and the branch therefor, are ,opened, and current tioi'isfro'r'h the right hand terminal of secondaryl5 ofitiansformer L, through wire 26, back contact 27 of relay R wire 32, impedaaioefi in section AB, through both rails-ofthe-sectionin parallel to impedance 4, theme by wire 30 backto secondary 15.

:llvhen thiscircuit is closed loop current of normal relative polarity is suppliedto sec- -tion A-B between impedances 4 and 6; It will therefore be seen that the portion of sec- -tionAB between impedances -l and 'I is ;supplied with loop current throughout its length, or .throughsa part only of this .portion, depending upon the condition of energizat-ion of relay R Beforeexplai-ning the operation of the vapparatus 3S9, whole it should he pointed out that the trackway apparatus herein shown and 'clescribed is suitable for cooperation with train earried governing means forming .no part of my present invention and omit-ted from the drawing for the sake of simplicity. It is sufiic-ient to state that when the stretch of track-occupied by the train is supplied with track circuit current and with loop current, both such currents being of normal relative polarity. a proceed indication .is'received on the train. it the train occupies a stretch of track which is being supplied with track circuit current and also with loop current, the relative pnlarity of either of which currents reversed, a caution indication is recehrcd on the train If, however the supply of either loo cur- "rent or track circuit current to the stretch of track occupied by the train interrup ml, a stopindication is received on the train.

As shown in the drawing the section to the right of point. D is occupied by a train indi cated diagrammatically at. Relay i." is therefore de-energized, and signal S" indicat-es stop. Signals S and 5 indicate caution and proceed respectively. As a result section 0-1) is supplied with track circuit current of reverse relative polarity and sec-- tions AB and B-C are supplied with track circuit current of normal relative polarity. Belay R is energized in thereverse direction, and relay R is energized in the normal direction. It will -therefore be seen that loop current of normal relative polarity is supplied to the rails of section A-F throughout the length of the section, and that section BC is supplied with loop current of normal relative polarity between impedances 4 and 7, and of reverse relative po- Ill! larity betweenir'npedances 8 and 9. Section C-D is supplied with loop current of normal relative polarity between impedances 4 and 6, but no loop current is supplied to the rest of this section.

I will now assume that a second train, moving in the direction of the arrow, moves through-the stretch of track shown in the drawing. As the train moves-through section A'-B a proceed indication will be received on the train and this indication will terruption of loop current causes'the train to receive a stop indication which continues throughout the section. Should the second train proceed into the section to the right ofpoint'D, a 'sto'pindication would still be received due to the shunting of track circuit current by the wheels and axles of the train .already occupying this section. Referring now to Fig. 2, the apparatus shown 'in this View is the same as the apparatus shown in Figrlexcept as to the means for supplying loop' current to the rails of each section between impedance 4 and impedance 6. In Fig. 2 loop current is constantly supplied to this portion of each section by a transformer Q, the-primary 36 of which is connected with the'secondary 19 of the associated line transformer H. The secondary 35 of each transformer Q is connected with impedance 4 and with an additional impedance 5 whichis located adja cent the impedance 6, this connection being accomplished by wires 33 and 34. Secondary 15 of each transformer L supplies loop current of normal relative polarity between impedances 6 and 7 when the track relay R for the next section is energized in either direction. but not when this track relay is de-energized. In all other respects the apparatus shown in Fig. 2 is the same as that shown in Fig. 1.

As shown in the drawing the section to the right of point D isoccupied by a train V. Relay R is therefore de-ener ized. Under these conditions, signal S indicates stop, signal s indicates caution. and signal S indicates proceed. Track circuit current of reverse relative polarity is supplied to section CD, and track circuit current of normal relative polarity is supplied to sections AB and B-C. Loop current of normal relative polarity is constantly supplied to each section between impedances 4 and 5 by the associated transformer Q. In addition, section AB is supplied with loop current of normal relative polarity throughout the rest of the section. Section BC is also supplied with loop current of normal relative polarity between impedances 6 and 7 and with loop current of reverse relative polarity between impedances 8 and 9.

If a second train should move through the stretch'of track shown in the drawing, the train would reoeivea proceed indicationas far as impedance 7 in section B-C, a cantion indication between-impedance 8 in sec- "tion B'C and impedance 5 in section C-D, and a stop indication from impedance 5 in section CD to the train V.

-In both Figs. 1 and 2 it will be noted that a proceed indication will be received upto the impedance 7 in the rear of a caution signal, and that a caution indication will be received from such impedance-7 in the rear of a ca'utiohsignal up to impedance 6 in the rear of a stop signal. This feature is ofv'alue where the track sections are so short that it would not be safe to defer a caution indication aboard the train until the train reaches a caution wayside signalx Although I have herein shown and described "only two forms of trackway apparatus embodying my-invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what Iclaim is: I 1. Railway traffic controlling apparatus comprising a section of railway track, means for supplying said section with alternating track circuit current of one relative polarity or the other, means controlled by trafiic conditions for supplying loop current of one relative polarity or the other to a. portion of said section. and means also controlled by traflic conditions for supplying loop current to the remaining portion of such section throughout the portion or to a part only of such portion.

2. Railway traflic controlling apparatus comprising a section of railway track, means for supplying said section with alternating track circuit current of one relative polarity or the other. means controlled by traffic conditions for at times supplyinga portion of said section with loop current of one relative polarity and sil'nultaneously supplying another portion of said section with loop current, and for at other times reversing the relative polarity of the loop current supplied to said one portion but not of the loop current supplied to such other portion, and for at still other times discontinuing the supply of such loop currents to both said portions.

3. Railway trafiic controlling apparatus comprising a section of railway track, means for supplying said section with alternating track circuit current of one relative polarity or the other, means-controlled by traflic conditions :-for at times supplying a portion of said section with loop current of one relative polarity-and simultaneously supplying the remaining portion of said section with loop current, and for at other times reversing the relative-polarity of the loop current supplied'to said one portion but not the loop current supplied to such remaining portion, and for at still other times supplying loop current ;to a part only of said remaining portion a 4. Railway traflic controlling apparatus comprising a section of railway track, means for: supplying said section with alternating traineontrolling current of one relative 'polarity or the other depending upon tralfic conditions, two sources of loop current for said section, means responsive to trafiic conditions format times supplying loop current vof one relative polarity or the other from one said source to the rails of a portion of said stretch, and forat other times interrupting suclr=supply,.and-means also controlled by trafiic conditions for at times supplying loop cur-rent iiromthe other said source to another portion of the section throughout the length of such portion or to apart only of such portion.

5. Railway trailic' controlling apparatus comprisnig two sections of railway, track, -1neans for supplying the forward section with alternating track circuit current of one relative polarity or the other depending upon traffic conditions, a rela responsive to reversals of the relative po arity of such track circuit current, means controlled by said relay for supplying a portion of the rear section with loop current of one relative polarity or the other depending upon the condition of said relay, and means for supplying the remaining portion of the rear section with loop current throughout the length of such portion or to a part only of such portion depending upon the condition of said relay.

6. Railway traflic controlling apparatus comprising two sections of railway track, means for supplying the forward section with alternating current of one relative polarity or the other depending upon traflic conditions, a relay responsive to reversals of the relative polarity of such track circuit current, a first transformer secondary having its mid point constantly connected with the rails at a first intermediate point in the rear section, means including a normal contact of said relay for connecting one terminal of said first secondary with the exit end of such rear section, means including a reverse contact for connecting the remaining terminal of said first secondary with the exit end of said rear section, asecond transformer secondary having one tern'iinal constantly connected with the rails adjacent the entrance end of said rear section, means including a normal contact and a reverse contact of said relay in parallel for connecting the ren'iaining terminal of said second transformer secondary with the rails adjacent said first intermediate point, and

means including a back contact of said relay for connecting such remaining terminal of said second transformer secondary with the rails adjacent a second intermediate point in said rear section. such second intermediate point being located between the entrance end of the rear section and said first intermediate point.

p 7. Railway trafiic controlling apparatus comprising a track divided into a plurality of sections, means for supplying alternating track circuit current of normal or reverse relative polarity to the rails of each section according as the section next in advance is unoccu ied or occupied, means for constantly supp ying alternating loop current of normal relative polarity to the rails of each section from the entrance end of the section to an intermediate point in the section, means for supplying alternating loop current of normal relative polarity to the rails of each section from said first intermediate point to a second intermediate point in the section when the section next in advance is llI'l0CCllpied but not when the section next in ad- Vance is occupied, and means for supplying alternating loop current to each section from said second intermediate point to the exit end of the section when the next section in advance is unoccupied but not when the next section in advance is occupied said last mentioned loop current being of normal or re verse relative polarity according as the second section in advance is unoccupied or oc cu )ied.

n testimony whereof I ailix my si nature.

ROBERT M. GILSON.

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